Bicycle rear suspension system

ABSTRACT

A rear suspension bicycle in which a lower linkage member between the front triangle and the rear wheel swingarm includes a flexible portion of material rather than a discrete pivot point.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.13/849,755, filed Mar. 25, 2013, which claims priority to U.S.Provisional Patent Application Ser. No. 61/615,049, filed Mar. 23, 2012,which are hereby incorporated by reference.

BACKGROUND

A bicycle rear suspension system improves bicycle comfort andperformance, particularly for mountain bicycles, by allowing the rearwheel of the bicycle to track the terrain to some extent. This improvesrider comfort by reducing the jarring effects felt when passing overuneven terrain on a so-called “hard tail” mountain bicycle (i.e., onethat lacks a rear suspension system), and improves performance byincreasing traction between the bicycle and the terrain while pedaling,turning and braking.

Various bicycle rear suspension systems have previously been developed.For example, U.S. Pat. No. 5,628,524 to Klassen et al. describes a rearsuspension system in which a pair of rotatable links connects the reartriangle of a bicycle to the front triangle and a shock absorber, in amanner resulting in an s-shaped travel path of the rear wheel as theshock absorber is compressed. U.S. Pat. No. 8,066,297 also describes arear suspension system including a pair of rotatable links connectingthe rear triangle to the front triangle and a shock absorber, in whichone of the links changes its direction of rotation as the shock absorberis compressed, resulting in improved riding characteristics.

One goal of a rear suspension system such as those described above is toprovide a relatively “stiff” ride when ascending or passing over smallbumps, but to provide a relatively “forgiving” ride when descending orpassing over large bumps. This reduces the unwanted loss of pedalingenergy due to unnecessary shock absorption, while preserving thedesirable properties of the suspension system. There remains significantroom for improvement in this regard.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a left side elevational view depicting portions of a rearsuspension bicycle, according to aspects of the present teachings.

FIG. 2 is a right side elevational view depicting portions of the rearsuspension bicycle of FIG. 1.

FIG. 3 is a front isometric view depicting portions of the rearsuspension bicycle of FIG. 1.

FIG. 4 is a rear isometric view depicting portions of the rearsuspension bicycle of FIG. 1.

FIG. 5 is a right side elevational view depicting portions of anotherrear suspension bicycle, according to aspects of the present teachings.

FIG. 6 is a right side elevational view depicting portions of stillanother rear suspension bicycle, according to aspects of the presentteachings.

FIG. 7 is a right side elevational view depicting portions of stillanother rear suspension bicycle, according to aspects of the presentteachings.

FIG. 8 is a right side elevational view depicting portions of stillanother rear suspension bicycle, according to aspects of the presentteachings.

FIG. 9 is a right side elevational view depicting portions of stillanother rear suspension bicycle, according to aspects of the presentteachings.

DETAILED DESCRIPTION I. Definitions

The present disclosure generally relates to a bicycle rear suspensionsystem having particularly desirable riding characteristics. Thesecharacteristics result from a particular configuration of frame portionsand linkage members that will be described using various terms that havestandard meanings in the field of suspension systems. These termsinclude:

“Instant center” means the intersection point of two lines, each ofwhich represents the linear extension of one of the linkage members inthe suspension system.

“Center of curvature” means the center of a circle that intersects theaxle of the rear wheel of the bicycle and has a radius determined fromthe instantaneous travel path of the rear wheel.

“Shock rate” means the ratio of shock compression distance to rear wheeltravel distance.

“Chainstay length” or “CSL” means the distance from the axis of thebicycle bottom bracket (i.e., the axis around which both pedals rotate)to the rear wheel axis.

“Chainstay lengthening” or “dCSL” means the rate of change of chainstaylength as the shock is compressed, or alternatively as the rear wheel ofthe bicycle moves vertically upward.

“d²CSL” means the rate of change of dCSL as the shock is compressed oras the rear wheel of the bicycle moves vertically upward.

“Braking anti-rise” is a measure of the suspension system's response tobraking, and is defined as a ratio calculated as follows. First, a lineis drawn between the point of contact of the rear wheel with the groundand the instant center (defined above). Then the intersection of thisline with a vertical line passing through the front wheel axle is found.The height of this intersection point above the ground divided by theheight of the bicycle's center of gravity is the acceleration anti-squatvalue. It is frequently multiplied by 100 and expressed as a percentage.

“Acceleration anti-squat” is a measure of the suspension system'sresponse to acceleration, and is defined as a ratio calculated asfollows. First, a line is drawn between the point of contact of the rearwheel with the ground and the instant center (defined above). A secondline is drawn as the chain force line between the front chainring andthe rear cassette gear (for a given gear ratio). A third line is thendrawn through the intersection of the first line (rear wheel point ofcontact to instant center) and the second line (chain drive force line)and the rear wheel point of contact. Then the intersection of the thirdline with a vertical line passing through the front wheel axle is found.The height of this intersection point above the ground divided by theheight of the bicycle's center of gravity is the acceleration anti-squatvalue. It is frequently multiplied by 100 and expressed as a percentage.

II. Exemplary Embodiment

This section describes an exemplary embodiment of a bicycle, generallyindicated at 10 in FIGS. 1-4, equipped with a rear suspension systemaccording to aspects of the present teachings. FIG. 1 depicts a leftside elevational view, FIG. 2 depicts a right side elevational view,FIG. 3 depicts a front isometric view, and FIG. 4 depicts a rearisometric view of portions of bicycle 10. For simplicity, FIGS. 1-2 showonly the frame and rear wheel of the bicycle, and FIGS. 3-4 show onlythe frame of the bicycle. The remaining portions of the bicycle areunrelated to the present teachings and are not shown. The portions notshown include well known components such as a front fork, handlebars, aseat post, a seat, a crank set, and derailleurs, among others, all ofwhich are well known in the bicycle art.

Bicycle 10 includes a front triangle generally indicated at 12, a reartriangle or rear wheel swingarm generally indicated at 14, a rear wheel16 having an axis of rotation indicated by A_(W), a left-hand upperlinkage member 18, a right-hand upper linkage member 20, a left-handlower linkage member 22, a right-hand lower linkage member 24, and ashock absorber 26, all of which will be described in more detail below.Generally, the upper and lower linkage members allow the front triangleto rotate relative to the rear swing arm, so that the rear wheelrotation axis A_(W) defines a travel path having an instantaneous centerof curvature as the shock absorber is compressed. According to thepresent teachings, rear wheel rotation axis A_(W) will generally movealong a non-arc path as the shock absorber is compressed.

Certain features of bicycle 10 are symmetric with respect to the planedefined by the bicycle. In particular, left-hand upper linkage member 18is the mirror image of right-hand upper linkage member 20, but the upperlinkage members are otherwise identical and in some cases may take theform of a single, substantially rigid upper linkage member which issymmetric about the plane of the bicycle. Similarly, left-hand lowerlinkage member 22 is the mirror image of right-hand lower linkage member24, but the lower linkage members are otherwise identical and in somecases may take the form of a single, substantially rigid lower linkagemember which is symmetric about the plane of the bicycle. Accordingly,any description of an upper or lower linkage member should be understoodto apply equally well to its symmetric counterpart or to one side of acorresponding single, symmetric linkage member.

In the description that follows, the precise positions of variouscomponents of bicycle 10 will be provided. These coordinates apply onlyto the precise embodiment of FIGS. 1-4 and should be viewed as merelyexemplary. All coordinates provided in the description below aremeasured from a pedaling axis A_(p) of the bicycle located at (x, y)=(0,0) in units of millimeters (mm), where the +x-direction faces toward thefront of the bicycle, from the rear triangle toward the front triangleand parallel to a line connecting the axes of rotation of the wheels ofthe bicycle, and the +y-direction faces vertically upward, within theplane defined by the bicycle and perpendicular to the x-axis.

Front triangle 12 includes a bottom bracket shell 26 defining pedalingaxis A_(p), a head tube 28 for receiving a fork steerer (not shown) anddefining a steering axis A_(s), a seat tube 30 providing for attachmentof a seat post (not shown), a down tube 32, a top tube 34, a pair offorward shock mounts 36, 38 defining forward shock mounting points 40,42, a pair of lower pivotal attachment points 44, 46 for attachment tothe lower linkage members, and a pair of upper pivotal attachment points48, 50 for attachment to the upper links. The lengths and relativepositioning of the top tube, down tube, head tube and seat tube can varybased on overall frame size, among other factors. In the coordinatesdefined above, lower pivotal attachment points 44, 46 of the fronttriangle are located at (−30.00, 49.00), and upper pivotal attachmentpoints 48, 50 of the front triangle are located at (−2.90, 157.30).Forward shock mounting points 40, 42 are located at (176.51, 371.33).

Rear wheel swingarm 14 has a pair of lower pivotal attachment points 52,54, a pair of chainstays 56, 58, a pair of dropouts 60, 62 allowing forthe attachment of a rear wheel 64 at the rear wheel axis A_(W), aderailleur hanger 66 for the attachment of a rear derailleur (notshown), a disc brake mount 68 allowing for the attachment of a rearwheel disc brake, a pair of seat stays 70, 72, an asymmetric pair ofupright tubes 74, 76 that connect the left hand seat stay to the lefthand chainstay forward of the rear wheel dropouts, a pair of upperpivotal attachment points 78, 80, and a pair of rear shock mounts 82, 84defining rear shock mounting points 86, 88. In the previously definedcoordinates, lower pivotal attachment points 52, 54 of the rear triangleare located at (−220.96, −6.13), and upper pivotal attachment points 78,80 of the rear triangle are located at (−95.51, 205.47). Rear shockmounting points 86, 88 are located at (−5.05, 254.50), and rear wheelaxis A_(W) is located at (−438.00, 10.00).

Upper linkage members 18, 20 each include a first pivotal attachmentpoint indicated at 90, 92 respectively, which in the embodiment of FIGS.1-4 are each located at (−2.90, 157.30), and a second pivotal attachmentpoint indicated at 94, 96 respectively, which in the embodiment of FIGS.1-4 are each located at (−95.51, 205.47). Thus, one of the pivotalattachment points of each upper linkage member coincides with one of theupper pivotal attachment points of the front triangle, and the otherpivotal attachment point of each upper linkage member coincides with oneof the upper pivotal attachment points of the rear triangle. Thesecoinciding pivotal attachment points may be joined together, for examplewith suitable bearings, collets, or the like, so that the upper linkagemembers will each have a first pivotal connection with the fronttriangle, and second pivotal connection with the rear wheel swingarm. Asdescribed previously, in some cases upper linkage members 18, 20 mayform a single, substantially rigid member, with pivotal attachmentspoints coinciding with one or more upper pivotal attachment points ofthe front triangle and rear swingarm.

Lower linkage members 22, 24 each include a first pivotal attachmentpoint indicated at 98,100 respectively, which in the embodiment of FIGS.1-4 are each located at (−30.00, 49.00), and a second pivotal attachmentpoint indicated at 102, 104 respectively, which in the embodiment ofFIGS. 1-4 are each located at (−220.96, −6.13). Thus, one of the pivotalattachment points of each lower linkage member coincides with one of thelower pivotal attachment points of the front triangle, and the otherpivotal attachment point of each lower linkage member coincides with oneof the lower pivotal attachment points of the rear triangle. As in thecase of the upper pivotal attachment points, these coinciding lowerpivotal attachment points may be joined together in a pivotable mannerso that the lower linkage members will each have a first pivotalconnection with the front triangle, and second pivotal connection withthe rear wheel swingarm.

As in the case of the upper linkage member(s), in some cases lowerlinkage members 22, 24 may form a single, substantially rigid member,with pivotal attachments points coinciding with one or more lowerpivotal attachment points of the front triangle and rear swingarm. Inany case, a chainstay yoke 106 joins the lower linkage members together,or in the case of a single rigid lower linkage member, forms aconnection or bridge portion of the linkage member. In addition, eachlower linkage member forms a chainstay segment, i.e. a frame portionnormally provided by the frame chainstay tubes, as indicated at 108,110.

Shock absorber 26 is configured to attach to forward shock mounts 36, 38at forward shock mounting points 40, 42, and to attach to rear shockmounts 82, 84 defining rear shock mounting points 86, 88, and istherefore operatively connected to both the front triangle and the rearwheel swingarm. During operation of the bicycle, the shock absorbercontrols the rate and amount of compression of the suspension system dueto inputs from bumps, and thus controls movement of the rear wheelswingarm relative to the front triangle. The shock absorber typicallyincludes a spring and damper, or analogous components that functionsimilarly. The shock absorber is typically, but not necessarily,pivotally connected to both the rear triangle and to the front triangleat shock mounting points 40, 42, 86 and 88.

Several features of bicycle 10 result from the configuration describedabove. These features may be understood in terms of some of thesuspension system parameters defined above in the Definitions section.For example, when shock absorber 26 is in a fully compressed state, thecenter of curvature of the rear wheel axis of rotation A_(W) and theinstant center of the bicycle are substantially equidistant frompedaling axis A_(p). In addition, as the shock absorber is compressedfrom a fully uncompressed state to a fully compressed state, a rate ofchange of chainstay length (i.e., dCSL) decreases substantiallylinearly. Furthermore, as the shock absorber is compressed from a fullyuncompressed state to a fully compressed state, the accelerationanti-squat value decreases from a value substantially equal to 100% to avalue of substantially equal to zero.

III. Generalizations of the Exemplary Embodiment

Still referring to FIGS. 1-4, this section describes variousgeneralizations of the exemplary embodiment that nevertheless result insome or all of the suspension system characteristics described above andexhibited by the exemplary embodiment. To describe thesegeneralizations, it will be helpful to consider a line drawn betweeneither of the first pivotal connections 98, 100 of the lower linkagemembers 22, 24 and the rear wheel rotation axis A_(W). This line isindicated at L₁ in FIG. 2. In addition, it will be helpful to considerthe horizontal distance between either of the first pivotal connections98, 100 of the lower linkage members 22, 24 and the rear wheel rotationaxis A_(W). This distance is indicated at d₁ in FIG. 1, and may beviewed as the horizontal (x-direction) displacement between either ofpivotal connections 98, 100 and rotation axis A_(W).

In terms of the quantities defined above, according to the presentteachings one or both of the second pivotal connections 102, 104 of thelower linkage members 22, 24 may be disposed at a vertical positionbelow line L₁ drawn between the first pivotal connection of the lowerlinkage member and rear wheel rotation axis A_(W), and at a horizontalposition between 35% and 65% of horizontal distance d₁ between thecorresponding first pivotal connection 98, 100 of the lower linkagemember and the rear wheel rotation axis. As can be seen in FIGS. 1-2,with this geometry the lower linkage members 22 and/or 24 overlap rearwheel 16 of the bicycle, as seen from a direction perpendicular to aplane formed by the rear wheel, i.e. from a direction perpendicular tothe x-y plane as those coordinates have been defined.

More specifically, in some cases one or both of the second pivotalconnections 102, 104 of the lower linkage members 22, 24 may be disposedat a horizontal position between 40% and 60% of horizontal distance d₁between the corresponding first pivotal connection 98, 100 of the lowerlinkage member and the rear wheel rotation axis, or between 45% and 55%of horizontal distance d₁ between the corresponding first pivotalconnection 98, 100 of the lower linkage member and the rear wheelrotation axis.

IV. Additional Embodiments

This section describes various additional embodiments of rear suspensionbicycles according to aspects of the present teachings; see FIGS. 5-9.All of these additional embodiments may exhibit one or more of thecharacteristics described previously, including (i) the center ofcurvature of the rear wheel axis of rotation and the instant center ofthe bicycle may be substantially equidistant from the pedaling axis,(ii) as the shock absorber is compressed from a fully uncompressed stateto a fully compressed state, a rate of change of chainstay length maydecrease substantially linearly, and (iii) as the shock absorber iscompressed from a fully uncompressed state to a fully compressed state,the acceleration anti-squat value may decrease from a valuesubstantially equal to 100% to a value of substantially equal to zero.

FIG. 5 depicts a right side elevational view of portions of a bicycle,generally indicated at 110, which is similar to bicycle 10 depicted inFIGS. 1-4 except for the structure of the lower linkage members andassociated elements. Accordingly, the parts of bicycle 110 that aresimilar to their counterparts in bicycle 10 have been given the samereference numbers as the corresponding parts of bicycle 10, and will notbe described again. However, the parts of bicycle 110 that are differenthave been given primed reference numbers. For example, the right-handlower linkage member of bicycle 110 is indicated at 24′ in FIG. 5. Theleft-hand lower linkage member is not shown in the right sideelevational view of FIG. 5, but would typically have the same structureas the right-hand lower linkage member 24′, which will now be described.

Specifically, in some cases the lower linkage members may include secondpivotal connections formed as a flexible segment of material rather thanwith a rotatable bearing or other similar structure, as indicated forthe right-hand lower linkage member at 102′ in FIG. 5. Thus, pivotalconnection 102′ may, for example, take the form of a section of materialhaving a thinner cross section than the adjacent portions of chainstay58 and lower linkage member 24′, allowing the rear triangle to flex atthe thinner section, which therefore may function similarly to therotatable pivotal connection of bicycle 10 described above.

Flexible pivotal connection 102′ may be constructed from the samematerial (e.g., carbon fiber) that forms the chainstay 58 and theremainder of lower linkage member 24′, in which case the chainstay andthe lower linkage member may be integrally constructed from a singlecontinuous piece of material with varying cross section. Alternatively,pivotal connection 102′ may be constructed from a material which isdifferent from, and typically more flexible than, the material thatforms chainstay 58 and/or that forms the remainder of lower linkagemember 24′. In this case the material section forming pivotal connection102′ would be joined to the chainstay and/or the remainder of the lowerlinkage member by a suitable process such as adhesion, heat welding, oreven with dedicated hardware, provided that a central region of thepivotal connection remains able to flex.

FIG. 6 depicts a right side elevational view of portions of anotherbicycle, generally indicated at 210, which is similar to bicycle 10depicted in FIGS. 1-4 except for the structure of the upper linkagemembers and associated elements. Accordingly, the parts of bicycle 210that are similar to their counterparts in bicycle 10 have been given thesame reference numbers as the corresponding parts of bicycle 10, andwill not be described again. However, the parts of bicycle 210 that aredifferent have been given primed reference numbers. For example, theright-hand upper linkage member of bicycle 210 is indicated at 20′ inFIG. 6. The left-hand upper linkage member is not shown in the rightside elevational view of FIG. 6, but would typically have the samestructure as the right-hand upper linkage member 20′, which will now bedescribed.

Specifically, right-hand upper linkage member 20′ is inverted relativeto upper linkage member 20 depicted in FIGS. 1-4. Thus, front triangle12 of bicycle 210 has a pair of upper pivotal attachment points that aredisposed at or adjacent to the top tube for attachment of the fronttriangle to the upper linkage members, as indicated at 50′ in FIG. 6 forthe right-hand upper pivotal attachment point. Each upper pivotalattachment point of the front triangle coincides with an upper pivotalattachment point of one of the upper linkage members, as indicated at92′ in FIG. 6, and the two coinciding pivotal attachment points may bejoined together to form a pivotal connection between the upper linkagemembers and the front triangle.

Similarly, rear wheel swingarm 14 of bicycle 210 has a pair of upperpivotal attachment points that are disposed at or adjacent to the seatstays for attachment of the rear triangle to the upper linkage members,as indicated at 80′ in FIG. 6 for the right-hand upper pivotalattachment point. Each upper pivotal attachment point of the rear wheelswingarm coincides with a lower pivotal attachment point of one of theupper linkage members, as indicated at 96′ in FIG. 6, and the twocoinciding pivotal attachment points may be joined together to form apivotal connection between the upper linkage members and the rear wheelswingarm.

The configuration of bicycle 210 results in counter-rotation of theupper and lower linkage members, i.e. the upper and lower linkagemembers will typically rotate in opposite directions as the shockabsorber is compressed or uncompressed. For example, as should beapparent from FIG. 6, as the shock absorber is compressed and the rearwheel swingarm moves generally upward, upper linkage member 20′ willrotate counterclockwise with respect to the front triangle, whereaslower linkage member 24 will rotate clockwise with respect to the fronttriangle.

FIG. 7 depicts a right side elevational view of portions of yet anotherbicycle, generally indicated at 310, which is similar to bicycle 10depicted in FIGS. 1-4 with certain exceptions that will be denoted bydifferent reference numbers and described below.

Specifically, the upper linkage members of bicycle 310 have a differentstructure than their counterparts in bicycle 10. As indicated at 320,the right-hand upper linkage member of bicycle 310 has three pivotalattachment points 322, 324, 326. Pivotal attachment point 322 isconfigured to form a pivotal connection between the upper linkage memberand the rear triangle; pivotal attachment point 324 is configured toform a pivotal connection between the upper linkage member and the fronttriangle; and pivotal attachment point 326 is configured to form apivotal connection between the upper linkage member and the shockabsorber. The left-hand upper linkage member (not shown in FIG. 7) wouldtypically have a similar structure, and might be integrally formed withand/or rigidly connected to right-hand upper linkage member 320. Inother respects, bicycle 310 is similar to bicycle 10.

As in the case of bicycle 210 depicted in FIG. 6, the configuration ofthe upper linkage members of bicycle 310 depicted in FIG. 7 results incounter-rotation of the upper and lower linkage members. In other words,as the shock absorber is compressed and the rear wheel swingarm movesgenerally upward, upper linkage member 320 will rotate counterclockwisewith respect to the front triangle, whereas lower linkage member 24 willrotate clockwise with respect to the front triangle. Both directions ofrotation will be reversed as the shock absorber is uncompressed.

FIG. 8 depicts a right side elevational view of portions of stillanother bicycle, generally indicated at 410, which is similar to bicycle10 depicted in FIGS. 1-4 with certain exceptions that will be denoted bydifferent reference numbers and described below. In bicycle 410, theshock absorber 26 is attached directly to both the upper linkage membersand the lower linkage members.

More specifically, both the upper and lower linkage members of bicycle410 are configured differently than for bicycle 10, and the shockabsorber is also disposed in a different position. In bicycle 410, upperlinkage member 420 has three pivotal attachment points 430, 432, 434.Pivotal attachment point 430 is configured to form a pivotal connectionbetween the upper linkage member and the rear triangle; pivotalattachment point 432 is configured to form a pivotal connection betweenthe upper linkage member and the front triangle; and pivotal attachmentpoint 434 is configured to form a pivotal connection between the upperlinkage member and the shock absorber. The left-hand upper linkagemember (not shown in FIG. 8) would typically have a similar structure,and might be integrally formed with and/or rigidly connected toright-hand upper linkage member 420.

Furthermore, lower linkage member 424 has three pivotal attachmentpoints 440, 442, 444. Pivotal attachment point 440 is configured to forma pivotal connection between the lower linkage member and the reartriangle; pivotal attachment point 442 is configured to form a pivotalconnection between the lower linkage member and the front triangle; andpivotal attachment point 444 is configured to form a pivotal connectionbetween the lower linkage member and the shock absorber. The left-handlower linkage member (not shown in FIG. 8) would typically have asimilar structure, and might be integrally formed with and/or rigidlyconnected to right-hand lower linkage member 424.

FIG. 9 depicts a right side elevational view of portions of yet anotherbicycle, generally indicated at 510, which is similar to bicycle 10depicted in FIGS. 1-4 with certain exceptions that will be denoted bydifferent reference numbers and described below. In bicycle 510, theshock absorber 26 is attached directly to the upper linkage members andto the down tube 32 or to a mounting bracket attached to the down tube.

More specifically, in bicycle 510, upper linkage member 520 has threepivotal attachment points 530, 532, 534. Pivotal attachment point 530 isconfigured to form a pivotal connection between the upper linkage memberand the rear triangle; pivotal attachment point 532 is configured toform a pivotal connection between the upper linkage member and the fronttriangle; and pivotal attachment point 534 is configured to form apivotal connection between the upper linkage member and the shockabsorber. The left-hand upper linkage member (not shown in FIG. 9) wouldtypically have a similar structure, and might be integrally formed withand/or rigidly connected to right-hand upper linkage member 520.

The shock absorber is also configured to attach to down tube 32, forexample by forming a pivotal connection with a mounting bracket 540attached to the down tube. In some cases, the shock absorber couldinstead attach directly to the down tube, for instance by forming apivotal connection with holes formed on either side of the down tube.

V. Features of the Disclosed Embodiments

The bicycle rear suspension systems described in the present teachingshave a number of features that distinguish them from previous rearsuspension systems known to the present inventors. Without limitation,these include the following:

According to aspects of the present teachings, as the shock absorber iscompressed, the instant center may move rearward while the center ofcurvature moves forward, and both may end equidistant from the pedalingaxis (i.e., the center of the bottom bracket).

According to aspects of the present teachings, one pivotable connectionof the lower link may be placed midway between the other pivotableconnection of the lower link and the rear wheel axis of rotation. Thisallows for a rigid triangulated rear triangle structure, but also allowsfor the use of a much shorter chainstay length when compared totraditional short link designs. Designs according to the presentteachings only require one pivotable connection to be placed in front ofthe rear wheel while the second pivotable connection may be positionedto the side of the rear wheel.

According to aspects of the present teachings, a chain tensioner/guidepulley can be mounted on a chainstay pivotable connection—there is noneed for extra hardware that many other systems require for mounting achain tensioner.

According to aspects of the present teachings, dCSL may fallmonotonically at a high rate (with no local maximum), so that overallchainstay lengthening is minimized but a high initial rate can beutilized to prevent pedal induced suspension motion.

According to aspects of the present teachings, overall change in shockrate may be relatively small (<10%), rising and then falling in someembodiments (such as the embodiments shown in FIGS. 1-4 and describedabove), and falling and then rising in other embodiments (such as theembodiment shown in FIG. 7 and described above).

According to aspects of the present teachings, acceleration anti-squatmay start very close to 100% when the shock absorber is fullyuncompressed, and end very close to 0 at full travel, i.e. when theshock absorber is fully compressed. This is an ideal configuration thatis very difficult to accomplish.

According to aspects of the present teachings, short chainstay length iseasy to accomplish, even with alternative larger (29er, 650B) wheelsizes that are becoming more popular.

The following paragraphs more fully describe aspects of the presentteachings:

A. A rear suspension bicycle, comprising:

a front triangle;

a rear wheel swingarm;

an upper linkage member having a first pivotal connection with the fronttriangle and a second pivotal connection with the rear wheel swingarm;

a lower linkage member having a first pivotal connection with the fronttriangle and a second pivotal connection with the rear wheel swingarm;and

a shock absorber operatively connected to the front triangle and therear wheel swingarm and configured to control movement of the rear wheelswingarm relative to the front triangle;

wherein the second pivotal connection of the lower linkage member isdisposed at a vertical position below a line drawn between the firstpivotal connection of the lower linkage member and a rear wheel rotationaxis and at a horizontal position between 35% and 65% of a horizontaldistance between the first pivotal connection of the lower linkagemember and the rear wheel rotation axis; and

wherein the lower linkage member overlaps a rear wheel of the bicycle,as seen from a direction perpendicular to a plane formed by the rearwheel.

A1. The rear suspension bicycle of paragraph A, wherein the secondpivotal connection of the lower linkage member is disposed at ahorizontal position between 40% and 60% of a horizontal distance betweenthe first pivotal connection of the lower linkage member and the rearwheel rotation axis.

A2. The rear suspension bicycle of paragraph A, wherein the secondpivotal connection of the lower linkage member is disposed at ahorizontal position between 45% and 55% of a horizontal distance betweenthe first pivotal connection of the lower linkage member and the rearwheel rotation axis.

A3. The rear suspension bicycle of paragraph A, wherein the secondpivotal connection of the lower linkage member is formed by a flexiblesegment of material.

A4. The rear suspension bicycle of paragraph A, wherein as the shockabsorber is compressed from a fully uncompressed state to a fullycompressed state, a rate of change of chainstay length decreasessubstantially linearly.

A5. The rear suspension bicycle of paragraph A, wherein as the shockabsorber is compressed from a fully uncompressed state to a fullycompressed state, an acceleration anti-squat value decreases from avalue substantially equal to 100% to a value of substantially equal tozero.

B. A rear suspension bicycle, comprising:

a front triangle defining a pedaling axis;

a rear wheel swingarm configured to allow attachment of a rear wheel;

an upper linkage member having a first pivotal connection with the fronttriangle and a second pivotal connection with the rear wheel swingarm;

a lower linkage member having a first pivotal connection with the fronttriangle and a second pivotal connection with the rear wheel swingarm;and

a shock absorber operatively connected to the front triangle and therear wheel swingarm and configured to control movement of the rear wheelswingarm relative to the front triangle;

wherein as the shock absorber is compressed, a rear wheel rotation axisdefines a travel path having an instantaneous center of curvature; and

wherein when the shock absorber is in a fully compressed state, thecenter of curvature and an instant center of the bicycle aresubstantially equidistant from the pedaling axis.

B1. The rear suspension bicycle of paragraph B, wherein the secondpivotal connection of the lower linkage member is disposed at a verticalposition below a line connecting the first pivotal connection of thelower linkage member and the rear wheel rotation axis.

B2. The rear suspension bicycle of paragraph B1, wherein the secondpivotal connection of the lower linkage member is disposed at ahorizontal position between 35% and 65% of a horizontal distance betweenthe first pivotal connection of the lower linkage member and the rearwheel rotation axis.

B3. The rear suspension bicycle of paragraph B1, wherein the secondpivotal connection of the lower linkage member is disposed at ahorizontal position between 40% and 60% of a horizontal distance betweenthe first pivotal connection of the lower linkage member and the rearwheel rotation axis.

B4. The rear suspension bicycle of paragraph B1, wherein the secondpivotal connection of the lower linkage member is disposed at ahorizontal position between 45% and 55% of a horizontal distance betweenthe first pivotal connection of the lower linkage member and the rearwheel rotation axis.

B5. The rear suspension bicycle of paragraph B, wherein as the shockabsorber is compressed from a fully uncompressed state to a fullycompressed state, a rate of change of chainstay length decreasessubstantially linearly.

B6. The rear suspension bicycle of paragraph B, wherein as the shockabsorber is compressed from a fully uncompressed state to a fullycompressed state, an acceleration anti-squat value decreases from avalue substantially equal to 100% to a value of substantially equal tozero.

B7. The rear suspension bicycle of paragraph B, wherein the secondpivotal connection of the lower linkage member is formed by a flexiblesegment of material.

C. A rear suspension bicycle, comprising:

a front triangle;

a rear wheel swingarm;

a rear wheel having an axis of rotation;

an upper linkage member having a first pivotal connection with the fronttriangle and a second pivotal connection with the rear wheel swingarm;

a lower linkage member having a first pivotal connection with the fronttriangle and a second pivotal connection with the rear wheel swingarm;and

a shock absorber operatively connected to the front triangle and therear wheel swingarm and configured to control movement of the rear wheelswingarm relative to the front triangle;

wherein the axis of rotation of the rear wheel moves along a non-arcpath as the shock absorber is compressed; and

wherein the second pivotal connection of the lower linkage member isformed by a flexible segment of material disposed between the firstpivotal connection of the lower linkage member and the axis of rotationof the rear wheel.

C1. The rear suspension bicycle of paragraph C, wherein the secondpivotal connection of the lower linkage member is disposed at ahorizontal position between 35% and 65% of a horizontal distance betweenthe first pivotal connection of the lower linkage member and the axis ofrotation of the rear wheel.

C2. The rear suspension bicycle of paragraph C, wherein the secondpivotal connection of the lower linkage member is disposed at ahorizontal position between 40% and 60% of a horizontal distance betweenthe first pivotal connection of the lower linkage member and the axis ofrotation of the rear wheel.

C3. The rear suspension bicycle of paragraph C, wherein the secondpivotal connection of the lower linkage member is disposed at ahorizontal position between 45% and 55% of a horizontal distance betweenthe first pivotal connection of the lower linkage member and the axis ofrotation of the rear wheel.

C4. The rear suspension bicycle of paragraph C, wherein the secondpivotal connection of the lower linkage member is disposed at a verticalposition below a line connecting the first pivotal connection of thelower linkage member and the axis of rotation of the rear wheel.

C5. The rear suspension bicycle of paragraph C, wherein when the shockabsorber is in a fully compressed state, a center of curvature of atravel path of the axis of rotation of the rear wheel and an instantcenter of the bicycle are substantially equidistant from a pedaling axisof the bicycle.

What is claimed is:
 1. A rear suspension bicycle, comprising: a fronttriangle; a rear wheel swingarm; a rear wheel having an axis ofrotation; an upper linkage member having a first pivotal connection withthe front triangle and a second pivotal connection with the rear wheelswingarm; a lower linkage member having a first pivotal connection withthe front triangle and a second pivotal connection with the rear wheelswingarm; and a shock absorber operatively connected to the fronttriangle and the rear wheel swingarm and configured to control movementof the rear wheel swingarm relative to the front triangle; wherein theaxis of rotation of the rear wheel moves along a non-arc path as theshock absorber is compressed; wherein the second pivotal connection ofthe lower linkage member is formed by a flexible segment of materialhaving a thinner cross section than an adjacent portion of the lowerlinkage member, and is disposed between the first pivotal connection ofthe lower linkage member and the axis of rotation of the rear wheel; andwherein the lower linkage member and an adjoining chainstav of thebicycle are integrally constructed from a single continuous piece ofmaterial with varying cross section.
 2. The rear suspension bicycle ofclaim 1, wherein the flexible segment of material has a thinner crosssection than the adjoining chainstay of the bicycle.
 3. The rearsuspension bicycle of claim 1, wherein when the shock absorber is in afully compressed state, a center of curvature of a travel path of theaxis of rotation of the rear wheel and an instant center of the bicycleare equidistant from a pedaling axis of the bicycle.
 4. The rearsuspension bicycle of claim 1, wherein the second pivotal connection ofthe lower linkage member is disposed at a horizontal position between35% and 65% of a horizontal distance between the first pivotalconnection of the lower linkage member and the axis of rotation of therear wheel.
 5. The rear suspension bicycle of claim 1, wherein thesecond pivotal connection of the lower linkage member is disposed at ahorizontal position between 45% and 55% of a horizontal distance betweenthe first pivotal connection of the lower linkage member and the axis ofrotation of the rear wheel.
 6. The rear suspension bicycle of claim 1,wherein the second pivotal connection of the lower linkage member isdisposed at a vertical position below a line connecting the firstpivotal connection of the lower linkage member and the axis of rotationof the rear wheel.
 7. A rear suspension bicycle, comprising: a fronttriangle; a rear wheel swingarm; a rear wheel having an axis ofrotation; an upper linkage member having a first pivotal connection withthe front triangle and a second pivotal connection with the rear wheelswingarm; a lower linkage member having a first pivotal connection withthe front triangle and a second pivotal connection with the rear wheelswingarm; and a shock absorber operatively connected to the fronttriangle and the rear wheel swingarm and configured to control movementof the rear wheel swingarm relative to the front triangle; wherein theaxis of rotation of the rear wheel moves along a non-arc path as theshock absorber is compressed; and wherein the second pivotal connectionof the lower linkage member is formed by a flexible segment of materialdisposed between the first pivotal connection of the lower linkagemember and the axis of rotation of the rear wheel; and wherein the lowerlinkage member and an adjoining chainstav of the bicycle are integrallyconstructed from a single continuous piece of material with varyingcross section.
 8. The rear suspension bicycle of claim 7, wherein thesecond pivotal connection of the lower linkage member is disposed at ahorizontal position between 35% and 65% of a horizontal distance betweenthe first pivotal connection of the lower linkage member and the axis ofrotation of the rear wheel.
 9. The rear suspension bicycle of claim 7,wherein the second pivotal connection of the lower linkage member isdisposed at a horizontal position between 40% and 60% of a horizontaldistance between the first pivotal connection of the lower linkagemember and the axis of rotation of the rear wheel.
 10. The rearsuspension bicycle of claim 7, wherein the second pivotal connection ofthe lower linkage member is disposed at a horizontal position between45% and 55% of a horizontal distance between the first pivotalconnection of the lower linkage member and the axis of rotation of therear wheel.
 11. The rear suspension bicycle of claim 7, wherein thesecond pivotal connection of the lower linkage member is disposed at avertical position below a line connecting the first pivotal connectionof the lower linkage member and the axis of rotation of the rear wheel.12. The rear suspension bicycle of claim 7, wherein when the shockabsorber is in a fully compressed state, a center of curvature of atravel path of the axis of rotation of the rear wheel and an instantcenter of the bicycle are equidistant from a pedaling axis of thebicycle.